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00:00Controllers in Islamabad watch as Air Blue Flight 202 head straight towards a massive hill.
00:09He's not turning.
00:15They issue urgent warnings.
00:17Turn left immediately.
00:18But fail to prevent a disaster.
00:21Marine ahead.
00:22They're going down!
00:30It's the worst accident in Pakistan's aviation history.
00:37When investigators listen to the CVR, they hear the pilots realise they're in danger.
00:42Terrain, sir!
00:46Took steps to avoid it.
00:48Turning left.
00:50But were unable to save the lives of 152 people.
00:54Why aren't we turning left?
00:57The crew knew what they had to do.
01:00They had reported that they were doing what they were supposed to do.
01:04And yet, the aircraft continued to fly in the wrong direction.
01:10BD! BD!
01:14Oh, fuck!
01:17Marine 102 out of the yard.
01:19I'll come back to you.
01:20I'll come back to you.
01:21I'll come back to you.
01:22I'll come back to you.
01:23I'll come back to you.
01:24I'll come back to you.
01:25Air Blue Flight 202 begins its early morning descent towards Islamabad, Pakistan.
01:42There are 146 passengers and 6 crew on board the Airbus A321.
01:57A blue 202, expect arrival to ILS runway 30, followed by circling approach to land runway 12.
02:05Understood, it'll be ILS down to minima, and then left downwind.
02:08Okay.
02:13Captain Parvez Chowdhury is one of the airline's most experienced pilots.
02:20Najam Qureshi is a former AirBlue pilot who flew with Captain Chowdhury.
02:26Captain Chowdhury had a lifetime of experience flying with the Pakistan International Airline.
02:32He had a very successful carrier, and he was pretty much approaching the end of his carrier.
02:36A blue 202 clear to 3900 for ILS approach to runway 30, followed by circling approach to land on 1, 2.
02:45First officer Syed Ahmed has less commercial experience.
02:50He's a former F-16 fighter pilot and squadron leader in Pakistan's Air Force.
02:55Air Blue 202 clear to 3900 for ILS, 230, clear to descend to 3900.
03:10He had about 300,000 the type, so just brand new, learning the differences between the Air Force line and the commercial line.
03:18Pakistan's capital, Islamabad, is a city of more than 800,000 people.
03:26It's surrounded by the Himalayan foothills to the north and northeast.
03:30The mountainous terrain means the only approach to Islamabad's runway is from the south.
03:41Due to the wind direction today, planes are landing on runway 1, 2.
03:46They must circle the airport and make a visual approach to the other end of the runway.
03:51It is always safer to land with a headwind as compared to a tailwind.
04:00When the winds change beyond a certain limit, the air traffic controller will switch the runways.
04:05That will ensure the plane lands in a headwind.
04:11Thick clouds envelop the airport, making landings difficult.
04:15If at any point you lose sight of the airfield, you should abandon the approach completely and carry out the missed approach procedure.
04:41Flight 202 is now less than 10 minutes from landing.
04:54Gear down.
05:00Gear down.
05:04The plane reaches the minimum altitude to which the pilots can descend without the runway in sight.
05:11As soon as you see the runway, you turn right, and then after that, you're supposed to keep the runway in sight.
05:20Commencing right turn, heading 352.
05:25Call it in.
05:28Air Blue 202, maintaining 2500 and turning right, heading 352.
05:35Air Blue 202 confirming at 2500, turning right, heading 352.
05:40Captain Chowdhury initiates the first turn of the circling approach.
05:52Air Blue 202.
05:53Continue on the circle for landing on runway 12.
05:56To caution, low clouds and visibility, maintain visual with the airport.
06:03Even in the poor weather, it is up to the pilots to decide whether they should continue the approach or not, depending whether they have the runway in sight.
06:11The controller expects to see the lights of the Airbus as it flies past the airfield.
06:21Radar, I can't see Air Blue 202.
06:32What's his current location, please?
06:33He's approaching the no-fly zone north of the airfield.
06:36Instruct him to turn left immediately.
06:38Flight 202 is much further north than expected and needs to turn left for the approach to runway 12.
06:50Air Blue 202, turn left, heading 180.
06:52Confirm he has visual with the ground.
06:58If not, instruct him to climb and execute a missed approach.
07:02Air Blue 202, confirm you have airfield in sight.
07:07The controllers had radar.
07:09They could see what the aircraft was doing.
07:12They could see that the aircraft was not doing what the procedure said they should be doing.
07:19Ask again.
07:20Air Blue 202, please confirm you have visual with the ground.
07:33Air Blue 202, visual with the ground.
07:37He's confirming visual.
07:41He's not turning.
07:43Controllers can see that flight 202 is rapidly approaching the hills north of the airport.
07:56In the cockpit, the pilots are struggling to turn their plane away from the mountains ahead.
08:04Why aren't we turning left?
08:06Why aren't we turning left?
08:06Why aren't we turning left?
08:13Why aren't we turning left?
08:18Terrain ahead.
08:20Pull up.
08:22Terrain ahead.
08:23Terrain, sir.
08:25Pull up.
08:26Instruct him to turn left immediately.
08:28The controllers can't believe what they're seeing.
08:34Here's a guy with 25,000 hours, and he's flying directly towards a mountain.
08:41In the cabin, passengers have become aware that something's not right.
08:46They're approaching the 5,000-foot Magala hills.
08:56Terrain ahead.
08:57Pull up.
08:59Sir, we are going down.
09:00Terrain.
09:00Sir, we're going down.
09:02Messages from radar turn left immediately.
09:04Terrain ahead.
09:06Pull up.
09:06We're going down.
09:07Pull up.
09:08Pull up.
09:08Flight 202 has crashed into the Magala hills, seven miles from the airport.
09:29The wreckage lies at an altitude of nearly 3,000 feet.
09:34It will be difficult for rescuers to reach the site.
09:38We couldn't get access to it with a car or a truck.
09:46Even with helicopters, there was no place to set down.
09:51So the only way to get to the accident site was with a long, slow climb.
09:58It takes more than half an hour for rescuers and volunteers to make their way up the steep hill to the crash site in hopes of finding survivors.
10:08When crews do reach the site, they find a scene of complete devastation.
10:22152 people died in this accident.
10:36It's the worst accident in Pakistan's aviation history.
10:40Why did a modern airplane fly into well-known mountains north of the airport in Islamabad?
11:00Investigators arrive at the accident site to study the wreckage of Air Blue Flight 202.
11:05When an aircraft flies into mountains, there are really two areas that we're looking at in terms of the root cause.
11:16One is a sudden and unexpected loss of control.
11:21The other would be the aircraft has actually stayed in control of the pilots and still somehow been flown into a mountain.
11:30An analysis of the engines shows that they were fully functional at the time of impact and capable of producing maximum thrust.
11:42Okay, good work everyone. Start heading back down.
11:49All right. So the stabilizer was set at 3.5 degrees nose up.
11:55Landing gear was down. Engines at climb power.
11:59So configured for landing, but climbing at full power.
12:06An examination of the electrical and mechanical components that we could find, there was no obvious damage or mechanical failure.
12:15They were trying to land here, but then they slammed into the Margulah Hills, seven miles north of the runway.
12:24How did they get so far off course?
12:28For an approach that was supposed to be a very tight approach because of the existence of the hills, that is extraordinary.
12:42They were approaching from the southeast for a landing here on runway 12.
12:49Scattered clouds, rain. Visibility was at 3.5 kilometers.
13:03Challenging conditions.
13:06Could the cloudy conditions have been a factor in the accident?
13:13When an aircraft flies into high ground, one thing that is almost certainly a factor is poor visibility.
13:23Low cloud, fog, call it what you will.
13:27Visibility would have been an issue, but you don't need to see the Margulah Hills to know that they're there.
13:34Everyone knows towards the north, east of the runway, there are mountains.
13:43They're clearly marked on the maps.
13:46Terrain ahead.
13:47I thought we were going down.
13:49Pull up.
13:51Pull up.
13:53Can the controller explain why the crew of flight 202 couldn't avoid the mountains?
14:05Radar control informed him he'd be doing the circling approach to runway 12.
14:10A blue 202 expect arrival at ILS 30, followed by circling approach to land runway 12.
14:17And he understood the approach?
14:19Yes, sir.
14:20He did.
14:21Understood.
14:22It'll be ILS down to minima, and then left downwind.
14:26And then?
14:27That's when I assumed control.
14:32As he began the right turn to the circling approach.
14:38The circling approach involves four carefully timed turns.
14:46The first to the right, followed by a left turn that takes the plane parallel to the runway.
14:53The two final turns line the plane up for the landing on runway 12.
14:59Pilots must keep the runway in sight for the duration of this approach.
15:07After about a minute, I expected to see him fly by.
15:14But he never did.
15:16I asked the crew if they had the runway in sight, and they confirmed that they did.
15:21Air blue 202, please confirm you have visual with the ground.
15:26But he kept flying further and further away from the airport, directly towards the hills.
15:40After breaking off from the approach, they were supposed to turn after 30 seconds.
15:45Instead, they kept going for almost two minutes.
15:49We tried to stop him several times.
15:54But it was too late.
15:57Message from radar, turn left immediately.
16:08We couldn't prevent what happened.
16:19It's all here on the radar track.
16:26The crew knew what they had to do.
16:31They had reported that they were doing what they were supposed to do.
16:36And yet, the aircraft continued to fly in the wrong direction.
16:41Marine ahead.
16:42Pull up.
16:43How could the pilots have ended up so dangerously off course?
16:59Investigators look into the background of Flight 202's pilots to determine if the approach into Islamabad was mishandled.
17:06Captain had years of experience with major airlines.
17:13Captain Chowdhury has been flying for more than 40 years.
17:19He has accumulated more than 25,000 flying hours throughout his career.
17:25But only about 1,000 of those were on the Airbus.
17:32The first officer, however, is a whole different story.
17:38First officer Syed Ahmed had far fewer hours than the captain.
17:44The former fighter pilot had recently joined the airline and had accumulated only 286 hours on Airbus A320 airplanes.
17:53Two very different pilots.
17:58One, during the end of his career, with thousands of hours of experience.
18:03And the other, just starting off his commercial career.
18:07But neither of them had a ton of experience with the Airbus A321.
18:12Did the pilot's lack of experience on this type of plane play a role in the accident?
18:22Experience is generally considered to be an asset.
18:29The only potential downside is that, of course, if you've got a lot of experience of one particular thing,
18:36it actually might be more difficult to learn how to operate this new type of aircraft.
18:41Okay, so they're supposed to perform their approach within this area.
18:54Anything beyond this is outside the airport's 4.3 mile protection zone.
18:59Okay, let's see his track.
19:02Investigators examine Flight 202's radar track to see how the pilots set up their approach.
19:11The radar track shows that the pilots flew closer and closer to the mountains surrounding Islamabad.
19:38Wouldn't they have gotten a warning that they're approaching the hills?
19:45Yes, sir. It should have sounded 60 seconds before impact.
19:53The enhanced ground proximity warning system looks downward to see the height that you're at above ground.
20:05But it also looks ahead to see any terrain that you're flying towards.
20:11If they got a warning, why didn't they try to pull up or turn to avoid it?
20:26Did the pilots of Flight 202 get any warning of an impending collision?
20:30The crew would have been given pictures on their navigation display of the approaching terrain,
20:38and they would have been given aural warnings.
20:41So, since they flew directly into the terrain,
20:45has the enhanced ground proximity warning system completely failed?
20:50Don't leave me in suspense.
21:03Did they get any ground proximity warnings?
21:05They sure did.
21:08The cockpit data shows that in the final minute of the flight,
21:19the crew got 21 separate warnings about the rising terrain ahead.
21:29Okay, so that answers that.
21:34Over 21 times we saw terrain, terrain, pull up, terrain ahead, pull up.
21:40There's no way that the captain missed that warning.
21:44The enhanced ground proximity warning system was working properly.
21:48Terrain ahead.
21:50If the warning system was operating,
21:52why would the pilots ignore it and allow the accident to happen?
21:56Terrain ahead. Pull up.
21:58If you hear a full terrain pull up warning from the EGPWS,
22:03the reaction should be immediate.
22:05It should be to apply full power, pull the nose of the aircraft up,
22:09get it moving away from the ground.
22:11And that should be done before any questions are asked.
22:19Why didn't the crew of Air Blue Flight 202 act on terrain warnings
22:25and steer their plane away from the mountains?
22:27Islamabad, Air Blue 202.
22:30Investigators listen to the cockpit voice recording.
22:34What are current conditions, please?
22:36Air Blue 202 visibility is now 3.5 kilometers with rain.
22:40Wind 16 knots, 050 degrees.
22:44Runway 12 currently in use.
22:46They focus on how the crew set up for landing.
22:50It will be runway 12.
22:53Yes, invisibility is crap.
22:55The weather was marginal and marginal weather makes you nervous
23:02because you don't know whether you're going to be able to see anything at all.
23:06And the captain clearly was nervous about this approach.
23:10Did the captain proceed with an approach he wasn't comfortable with?
23:17Set waypoints for runway 12.
23:21Radial 026.
23:23Five miles abeam.
23:24Mate, stop.
23:25Why is he asking him to input a course to the runway?
23:39This is supposed to be a visual approach.
23:42It didn't make any sense for the captain to be entering waypoints into the flight management system.
23:51The circling approach is by definition a visual approach.
23:55So there is no way that any pilot would normally do this.
23:59Then, just two miles from the airport, the pilots of Air Blue Flight 202 hear of a flight landing ahead of them.
24:10Be advised that a TIA 737 has landed on runway 12 safely.
24:17Commencing right turn, heading 352.
24:23That could have caused the pilot to say, hey, if they can get in, we can get in too.
24:28Wait, stop, sir.
24:30So, he starts his turn later than usual, half a mile from the runway.
24:43Instead of breaking off early, they had to continue on because of the low visibility and low ceilings.
24:48And they did not break off to the right until the last possible point, which was at the end of the runway.
24:53Concerned with poor visibility, Captain Chowdhury makes a baffling decision.
25:00Switch into nav mode for managed approach to runway 12.
25:05There he goes, switching to nav mode. He can't be wishful.
25:08Carrying out the circling approach using the autopilot to navigate is a violation of procedures.
25:16As soon as you select the nav mode, the plane starts to fly the pre-programmed waypoints.
25:26And at this point, Captain Chowdhury is normal flying the visual approach.
25:31Chowdhury insists he can see the runway, but investigators are certain he could not.
25:50They can't see the airfield any longer because they've just got to the far side of it.
25:55There is no airfield in sight.
25:57So, instead of turning left to fly parallel with the runway, he keeps flying in this direction, moving further and further from the airport.
26:09Sir, we're reaching higher ground.
26:16Terrain ahead. Terrain ahead.
26:20Sir, there's terrain ahead.
26:22Sir, turn left. Terrain ahead.
26:28It should be turning. Terrain ahead.
26:31As the captain struggles to turn away from the hills, controllers become concerned.
26:38Air Blue 202.
26:40Confirm you have airfield in sight.
26:42What should I tell him, sir?
26:45Terrain ahead.
26:46Tell him. Tell him.
26:49The crew doesn't reply straight away.
26:51Probably because the first officer knows full well that no, they don't have visual contact with the airfield.
26:57But he waits for his captain to tell him what to say.
27:00Air Blue 202, please confirm you have visual with the ground.
27:04Terrain ahead.
27:06Air Blue 202, visual with the ground.
27:12In the end, the crew tells air traffic control that they are in visual contact with the ground.
27:19Now, that's not untrue, but it's not the same thing as being visual with the airfield.
27:24It feels more like a reply designed to get air traffic control off their backs.
27:28Terrain ahead.
27:29Sir, we are approaching terrain ahead.
27:31Yes, I know.
27:32We are turning left.
27:33Pull up.
27:34Pull up, sir.
27:35Pull up, sir.
27:36Sir, pull up.
27:37The captain says he's turning left, but he keeps flying directly towards the hills.
27:44Investigators are unable to explain why Captain Chowdhury could not alter his course and steer away from the mountains.
27:58Terrain ahead.
27:59Sir, turn left.
28:00Sir, turn left.
28:01Pull up.
28:02The final minute of the CVR reveals a picture of chaos and confusion.
28:05Pull up, sir.
28:06Sir, pull up.
28:07Sir, pull up.
28:08Sir, pull up.
28:09Sir, pull up.
28:10Sir, pull up.
28:11They're a blind power, trying to climb.
28:14Terrain ahead.
28:15Sir, pull up, sir.
28:16Pull up.
28:17Sir, pull up.
28:18Sir, pull up.
28:19Sir, pull up.
28:20Pull up.
28:21Investigators hear First Officer Ahmed pleading with his captain to pull up.
28:24Why aren't we turning left?
28:26Pull up.
28:27Terrain ahead.
28:28Pull up.
28:29Terrain ahead.
28:30Pull up.
28:31Terrain ahead.
28:32Pull up.
28:33Terrain ahead.
28:34Pull up.
28:35Terrain ahead.
28:36Pull up.
28:37Terrain, sir.
28:38Terrain ahead.
28:39Sir, we're going down.
28:40Pull up.
28:41Terrain ahead.
28:42Terrain ahead.
28:43Sir, we're going down.
28:44Move up.
28:45Terrain ahead.
28:46Terrain ahead.
28:47Terrain ahead.
28:48Sir, we're going down.
28:49Move up.
28:50Terrain ahead.
28:51Sir, we're going down.
28:52Move up.
29:02All they had to do was turn away from those hills.
29:06Despite reacting to the terrain warnings, the pilots could not steer their plane away from
29:15the mountains.
29:19I think they knew what was happening.
29:21I think they knew that they had to turn left.
29:24For some reason, the aircraft didn't turn left.
29:28Will Flight 202's flight data recorder explain why Captain Chowdhury didn't or couldn't turn
29:36and avoid the mountains?
29:37Can we see the altitude, please?
29:41The minimum altitude is 2,500 feet.
29:47Investigators can see that Chowdhury dialed in an altitude below what's permitted.
29:52There's only one reason it would drop below that.
29:55Commencing right turn.
30:00Heading 3, 5, 2.
30:07There's no earthly reason for doing it because the minimums are there for a very good reason.
30:13The only reason why they ever break the minimums is because they can't see the ground properly
30:18and they want to get closer to it.
30:20Can we see the flight path?
30:22You see, he's way off course, in heavy fog, and has clearly lost visual.
30:33Let's see the autopilot modes.
30:35So, he asks the automation to take over.
30:46More than four miles off course, Captain Chowdhury makes his biggest error by switching modes on his autopilot.
30:54The captain switched from heading mode to nav mode.
31:00And the aircraft turned left to heading of 3, 0, 0 towards the mountain.
31:08The airbus now makes a left turn towards a predetermined waypoint, bringing the flight dangerously close to the mountains.
31:20He's approaching the no-fly zone north of the airfield.
31:26From this point on, air traffic control continued to urge the flight to turn left
31:31because they knew they were in the vicinity of the high mountainous terrain.
31:34Terrain ahead.
31:37Ablo 202, turn left heading 180.
31:41Terrain ahead.
31:42Why aren't we turning left?
31:43Pull up.
31:46Can we see what he's selecting?
31:51He's dialing in the left dirt.
31:53Captain Chowdhury uses his heading knob to turn the plane sharply left away from the hills.
32:09But the plane, it keeps flying in the same direction.
32:12It's not turning.
32:24He's still in nav.
32:28Investigators realize the captain forgot that his plane was in navigation mode and not heading mode,
32:35which is required to turn the aircraft.
32:38If the aircraft is flying in nav mode, it will keep on flying on its predetermined course.
32:46Whether or not the crew change the heading select.
32:50Terrain ahead.
32:51Why aren't we turning left?
32:54Pull up.
32:56Captain Chowdhury doesn't realize that his inputs are futile.
33:00Pull up.
33:02Pull up.
33:03In order to get from nav mode into heading mode, you pull the knob out and that engages heading mode.
33:09Pull up.
33:10He forgot to pull it out.
33:13He realizes his error and pulls the knob here at 40 seconds before impact.
33:21When Captain Chowdhury tries to correct his error, he only makes a bad situation worse.
33:36Sir, turn left.
33:37Oh.
33:38Why is it turning left?
33:39Why is it turning left?
33:40No.
33:45When Captain Chowdhury has dialled in so many left turns, that his last input is now to the plane's right.
33:52plane's right. The Airbus takes the shortest route to get to that heading,
33:58directly towards the Margala Hills.
34:04He's in heading mode for the rest of the flight.
34:12The investigation saw that the captain was so reliant on the automation that he
34:17was trying to turn the aircraft to the left, asking why the aircraft wasn't
34:21turning to the left, but he didn't even use his side stick and actually turn the
34:26aircraft to the left manually.
34:28Why aren't we turning left?
34:30Terrain ahead.
34:31Investigators now know why Captain Chowdhury was unable to turn left and avoid the mountains.
34:37But one question remains. Why didn't the first officer recognize the mistakes and do something to correct them?
34:45Sir, we're going down!
34:47Pull up!
34:51100 knots. Check.
34:54Investigators find a possible explanation for the first officer's puzzling behavior
35:00V1
35:01At the very start of flight 202
35:04Rotate
35:06As it took off for Islamabad.
35:10The flight starts with the pilots working efficiently as a crew.
35:14Positive rate.
35:17Gear up.
35:23Gear up.
35:27The takeoff from Karachi is textbook.
35:29From initial pushback startup and all of it till takeoff, everything seemed normal.
35:42We are clear to climb to flight level.
35:44Explain to me why that is blue, but the other symbols are white.
35:50The pilot's cordial relationship soon changes.
35:53The pilot's cordial relationship soon changes.
35:55Sir?
35:56There on your display. Why is that symbol blue, but the others are white?
36:01You should know why that is.
36:04I believe it's because the flight plan defers from the current route.
36:08No, that's wrong.
36:09It's because it's the one being navigated towards basic.
36:15Do you know how to modify this point?
36:19From the main menu?
36:20Oh, you don't need to return to the main menu.
36:23You can do it on the screen.
36:24What did they teach you in that so-called training of yours?
36:30Captain Chowdhury is heard quizzing and berating his first officer.
36:36This wasn't normal behaviour.
36:39It seems it was only really for the purpose of putting his first officer in his place,
36:46making sure he knew who was in charge and to do as he was told.
36:50What's he doing?
36:54If you don't know how to use the flight management system,
36:58then what use are you in the cockpit?
37:01You might as well go back and help the girls serve tea.
37:06Yes.
37:09Sorry, sir.
37:10What about maximum thrust available for climb?
37:20Can you at least tell me what that is?
37:23This has been going on for nearly an hour now.
37:26Told you.
37:29Radio ahead to Islamabad for the weather.
37:34Do you know how to use the radio?
37:35Yes.
37:36Captain Chowdhury is a very experienced pilot.
37:42He should know that this is not how he behave on the flight deck of an airliner.
37:47Investigators wonder why Captain Chowdhury would act so aggressively towards his first officer.
38:07He was recently treated for diabetes and hypertension.
38:12But deemed fit to fly.
38:15Anything?
38:17Pilots who flew with him said he was demanding, sometimes difficult.
38:22But nothing at this level.
38:25Maybe it had more to do with him.
38:28Could the first officer's background have affected his captain's attitude towards him?
38:40In Pakistan there has been a hidden rivalry between Air Force pilots
38:45and the people who are in the commercial side already.
38:49They feel that the Axe Air Force guys, they are taking away their opportunities.
38:53Investigators believe that the captain's abusive behavior might explain one of the mysteries of this tragedy.
39:04Why first officer Ahmed never took control of the plane.
39:11All the first officer had to do was to take manual control of the aircraft and fly it away from the mountain.
39:16Investigators scrutinize first officer Ahmed's actions leading up to the crash of flight 202.
39:27His first officer had told the captain to pull up three times and to turn left.
39:32Twice.
39:34But he never says he's taking control.
39:36If I was the first officer, I'd take over the control, pull back on the side stick to create the max performance maneuver,
39:48apply toga thrust and keep climbing till I'm clear of the hills.
39:53The team believes the captain's behavior earlier in the flight explains why the first officer allowed him to mishandle the approach.
40:02If you don't know how to use the flight management system, then what use are you in the cockpit?
40:09We have the captain's behavior, which was so overbearing, so autocratic, so nasty,
40:19that it served to completely shatter the self-confidence of the first officer.
40:23First officer Ahmed allows procedures to be set aside.
40:30Switch into nav mode for managed approach to runway 12.
40:35Okay.
40:37Sir.
40:39And then fails to take control when his captain flies the plane directly towards the mountains.
40:45He was so worn down by the captain's harsh behavior that he just couldn't stand up to him.
40:52He became a bystander.
40:58The first officer clearly knows that what they're doing is wrong.
41:02He knows that his captain is disoriented, that the aircraft is on a collision course with a mountain,
41:08and yet somehow he doesn't have it in him to intervene.
41:16Terrain ahead.
41:18Pull up.
41:19Sir, we are going down!
41:20Terrain.
41:21Sir, we are going down!
41:22Terrain.
41:23Three and a half minutes after the start of the approach.
41:25Pull up.
41:26We are going down!
41:27The Airbus slams into the hills, killing everyone on board.
41:41This is one of the most extraordinary accidents I've seen.
41:48There were no technical factors in this accident.
41:53There was nothing wrong with the aircraft.
41:56There was nothing wrong with the engines.
41:59It was all a matter of human misjudgment and human error.
42:10If he doesn't try the approach in nav mode, there's no accident.
42:16All the warning signs were there, telling them what to do.
42:19It should have been easy to recover.
42:24Very.
42:26If he hadn't taken his first officer out of the picture.
42:30Different outcome.
42:32Absolutely incredible.
42:39It's hard to believe that somebody of his experience would make so many errors
42:46and mishandling of the aircraft.
42:52It justifies logic.
42:58The final report into the crash of AirBlue Flight 202 makes several recommendations to Pakistani airlines.
43:06Including better briefings on the circling approach procedures.
43:11And better crew management training.
43:13This accident shows that cockpit management and the atmosphere in the cockpit that's set by the captain
43:21is just as important as an operating aircraft and operating engines.
43:25And in 2018, the airport in Islamabad is replaced with a more modern airport with two runways that are well away from the hills that claim the lives of the 152 people on board flight 202.
43:39As I learned more, I really felt extremely bad.
43:49I felt very sad about that loss.
43:54It was a preventable accident.
43:55It was a preventable accident.
43:56It was a preventable accident.
44:00And it would be a preventable accident.
44:01So, it might say that flight 148 did go to theificance of the ship.
44:02It has been clogged up any AirBlue flight at the montée Door.
44:03It has been damaged construction in theampus area of blood at theặ complètementying very
44:04accident auch.
44:05It was a dreading battle accident.
44:06No, it downstairs is a explainable accident.
44:07Let's do some simple accident.
44:08Beforeification of the unknown, would you do some proper cocoальные?
44:09I think you were always checking in.
44:11A unibi!!!!!!!!
44:12It was in digestible accident.
44:13Your account 237 marketedinskied.
44:15Yes, he would be отк ILLY did not do it.
44:16I was takenvaluation of the battery contact達.
44:18Mr. Patrick Sarge talking at the intermediary to thegrandest and granting you
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